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I am looking for feedback from people that actually installed shorty headers on the RS 305 TBI cars. What brand header/Y-pipe combination did you go with? Ease of installation? Clearance issues? Trick or installation tips? My son and I will be attempting this on my 92 RS project car. Both of us are very mechanically savvy. Any feedback is much appreciated.
Shorties are still way better than the stock 305 TBI manifolds. By a lot. Granted, long tubes are the best but for a low output motor, shorties are a massive upgrade. Everything from engine to tail pipe needs to go into the garbage. I've been out of the SBC game for awhile but Dyno Don's headers appear to be the way to go. Or see if you can grab a pair of older SLP headers (saw some on the classifieds).
Depends how much you want to spend, and if you need AIR tubes or not. You'll also need the specific Y-pipe for whatever brand you choose.
If you need AIR tubes for emissions compliance, then the only new product these days is probably Dyno Don's here on TGO. Otherwise, you'll have to search the internet for used/discontinued headers, such as Hooker 2055, OBX, SLP, Dyno Don's, and some other brands, all of which are likely to need some amount of surface repair and paint.
If you don't need AIR tubes, then there are several new options still available, including Hooker (and ebay Hooker knockoffs), Doug's/Patriot, Hedman, Dyno Don's, American Racing, and Summit's brand (which I think are Flowtech). And most of them are available painted or ceramic coated, and some stainless steel and raw steel. Again, each brand will require its own Y-pipe, however, Hooker 2460 (and the ebay knockoffs), Doug's 3320 and Patriot 8068 all use Doug's D901 Y-pipe. You'll find most of them by searching Summit Racing. Dyno Don's you'll find here on TGO and online at Top-DownSolutions.
Economically, Hooker 2460/ebay knockoffs/Doug's 3320/Patriot 8068 with Doug's D901 Y-pipe will probably be the best combination and fit for you.
If you decide on long tubes, then it looks like choices will be Hedman, Doug's and generic ebay headers.
Good shorty headers are much better than manifolds. Dyno dons headers are the best out there. I have his headers running to a 3.5 in single exhaust. I had his y pipe modified by a fabricator. His headers hold up awesome. They have tons of clearance and are an easy install. I put down 467 to the wheels. Try that w manifolds!
get dons headers before he stops making them.
Last edited by Firechicken82; Mar 17, 2026 at 08:22 PM.
Asking a motor to breath through a 305 stock exhaust is like asking you to breath though a straw.
shorties into a stock exhaust system is useless.
i still say its more for looks.
if youre paying money to make more hp, youre going to need to change the entire exhaust.
and the better choice is full length headers to go with that exhaust.
But, im sure anything is a plus with a small hp engine
I didn't mention it in my original post so here is some more info. The Camaro in question is my 92 RS i bought about a month ago as a project car. I was working on it this past weekend and notice the previous owner had removed the smog pump but left the diverter valve in place. I have removed it and was working to cap the remaining tubes for the AIR system. I broke one of the check valves on the drivers side for the lines. So I either have to remove the lines from the stock exhaust manifolds and insert plugs or replace the stock manifolds with headers. If i decide to go with headers, my choice will be shorty headers in stead of long tube headers due to ground clearance. I do not want to deal with any ground clearance issues and this is the best way to achieve that. I am in the initial phase of working on this car so building mega horsepower right now is not a major concern.
why?
shorty headers dont work much better then stock manifolds.
they only look cool.
for the time, effort and funds, get real headers if you must.
I'm sorry, but that is SO wrong and unhelpful. Shorty headers....ANY headers on an F-bod will make a HUGE difference, because the stock manifolds are garbage...as is the stock Y pipe. Definitely get headers, shorties, longies...any headers and enjoy 20+ more hp from that one change.
shorties into a stock exhaust system is useless.
i still say its more for looks.
if youre paying money to make more hp, youre going to need to change the entire exhaust.
and the better choice is full length headers to go with that exhaust.
But, im sure anything is a plus with a small hp engine
This is nuts.
I put Edelbrock "headers" and Y on my '83 305 CFI. We know that is a 170hp/16+ second car, right? About the same as the OP's car....right? With those "headers" (probably the worst headers that you can buy for a 3rd gen), and "free mods", the car went 14.5@95 mph. How many hp does it take to trap 95 in a 3300 lb car? It takes about 230hp, or so. Headers make a HUGE difference in F-bodies. They (and any other part of the exhaust) are the first/best mods for any of these cars. LT's are better, but with a '92 RS, you'll get 95% of the benefit for 50% of the cost with ANY header and Y.
Headers on a stock car w a stock exhaust is fine. To be honest, the hard part will be connecting the new y pipe to the old exhaust. You'll need a reducer to go from 3 in to 2.5 in. So I'd probably just plan on doing the whole exhaust. Plus the old one has probably seen better days. A stock tbi 305 w a set of long tubes/3in collectors and a custom exhaust is a wast of time and money unless you have future plans to make more power w a larger engine.
Put your shorties on, have fun w the little bit of extra power and fun you have w the car. But be careful, i used to be happy w 350hp. Then somehow ended up w 430, then needed a blower. It all started w an exhaust in 1998!
From: Franklin, KY near Beech Bend Raceway, Corvette Plant and Museum.
Car: 1992 Pontiac Firebird
Engine: 5.0L L03 TBI
Transmission: 700R4
Axle/Gears: 2.73
Re: Best Shorty Headers for 92 Camaro RS 305
Originally Posted by Firechicken82
Headers on a stock car with a stock exhaust is fine.
That might would be OK to do on a H.O. single cat exhaust system car or a H.O. N10 dual cat exhaust system car. Would be OK if you was doing the exhaust upgrade piecemeal as you could afford it. On a H.O. single cat car you would need to do the headers and the Y-pipe and on a H.O. dual cat car you would adapt the dual cat Y-pipe to the headers.
It's 100% not OK on a low output single cat car.
Originally Posted by Firechicken82
To be honest, the hard part will be connecting the new y pipe to the old exhaust. You'll need a reducer to go from 3 in to 2.5 in.
Actually it's 2.25" controlled deformation bent exhaust pipe. The crinkle bends. 1990+ 3.1 V6 and 5.0L L03 TBI and LB9 TPI V8 cars with the low output single cat share the same exhaust system with slight adjustment to fit the V6 & V8 cars. They even share the same cat. The exhaust manifold outlets are barely bigger then 1.875" ID and the down pipes are 2.0" crinkle bent going into a horrible almost 90 degree T merge pipe that is crinkle bent that somehow turns into about 2.5" of crinkle bent crap into the cat then 2.25" of crinkle bent pipe to the 2.25" inlet muffler and out two 2.0" crinkle bent tailpipes or maybe its 2.25" crinkle bent tailpipes. But either way the entire system including the log manifolds to the tailpipes sucks azz.
Give me 1/16 or so of leeway on sizes I'm going from memory here.
The H.O. single cat Y-pipe is the same but with larger pipe and slightly better bends.
Originally Posted by Firechicken82
So I'd probably just plan on doing the whole exhaust. Plus the old one has probably seen better days.
Either plug the A.I.R. ports in the exhaust manifolds or replace the entire exhaust system starting with the low output log manifolds and everything behind them.
Originally Posted by Firechicken82
A stock tbi 305 w a set of long tubes/3in collectors and a custom exhaust is a wast of time and money unless you have future plans to make more power w a larger engine.
Originally Posted by Firechicken82
Put your shorties on, have fun w the little bit of extra power and fun you have w the car.
Maybe. He could also go 3rd gen H.O. log manifolds & the H.O. passenger side spacer with a Magnaflow Y-pipe or 1993 to 1995 single cat exhaust system 4th gen manifolds with a modified Magnaflow Y-pipe and then with a cat back exhaust system.
Last edited by Airwolfe; Mar 18, 2026 at 06:18 PM.
That might would be OK to do on a H.O. single cat exhaust system car or a H.O. N10 dual cat exhaust system car. Would be OK if you was doing the exhaust upgrade piecemeal as you could afford it. On a H.O. single cat car you would need to do the headers and the Y-pipe and on a H.O. dual cat car you would adapt the dual cat Y-pipe to the headers.
It's 100% not OK on a low output single cat car.
Gotta disagree. The car that I posted about above, was a "low output, single cat car". To be fair, I DID use a later, '85 TPI cat, which was larger than the '83 cat, but that was from an '85 190hp TPI Trans Am, so still, a "low output, single cat", part.
From: Franklin, KY near Beech Bend Raceway, Corvette Plant and Museum.
Car: 1992 Pontiac Firebird
Engine: 5.0L L03 TBI
Transmission: 700R4
Axle/Gears: 2.73
Re: Best Shorty Headers for 92 Camaro RS 305
Maybe I could have phrased it better.
When I talk about H.O. exhaust systems it's every exhaust system ever bolted up behind L69 5.0L H.O. exhaust manifolds with the matching H.O. EFE valve and all TPI exhaust systems using the very, very slightly modified version of those L69 5.0L H.O. exhaust manifolds and the H.O. EFE valve casting as a spacer and also the later spacer that wasn't an EFE valve casting.
1983 to 1985 L69, 1985 LB9, 1986 L69, 1986 LB9 to 1989 LB9, 1987 to 1989 L98. Those are all the years and engines you could get a H.O. single catalytic convertor exhaust system. No mater if automatic or manual transmission or peanut cam or not. Broke down by years of engine availability and catalytic convertor, Y-pipe, and intermediate pipe flange style. 1986 to 1989 went to slip fit with ball and socket.
Then you have the 89 N10 dual cat cars with an H.O. exhaust system. 1990+ all L98s are N10 and some LB9s are N10. But the LB9s that aren't N10 don't have H.O. single cat exhaust systems. They got screwed with the L03 TBI low output exhaust system. All 90+ LB9s are H.O. because the peanut cam went away after 1989. 230HP & 300 FT/LBs cut down to 205HP & 285 FT/LBs by a crappy low output single cat exhaust system.
Everything else is low output in my mind. Excluding 1989 TTAs.
I don't know a lot about 1984 an older 3rd gens. 2.5L Iron Duke 4 cylinder 3rd gens, 2.8L & 3.1L V6 3rd gens, Ceasefire Injection 3rd gens, Nor early N10 dual muffler 3rd gens and the TOTL exhaust 2.8L V6 3rd gens. I didn't forget about the LG4 cars. I'm trying to forget them with the exception of one oddball 1987 Firebird Formula I'd love to have but probably will never find.
I assume you got the bigger cat off a 1986 190 HP TPI Trans Am because 1985 was the rectangular 4 bolt flat flange with oval opening H.O. convertor. They were 210 HP TPI engines in 1985 Trans Ams. 1986 was the first year for the slip fit & ball & socket flange convertor on H.O. single cat exhaust systems. Even though the 1986 TPI cars were lame AF with their peanut cams they had H.O. single cat exhaust systems and 3rd brakes lamps where God intended for them to be and out of my line of sight in the rearview mirror.
Last edited by Airwolfe; Mar 19, 2026 at 02:16 PM.
From: Franklin, KY near Beech Bend Raceway, Corvette Plant and Museum.
Car: 1992 Pontiac Firebird
Engine: 5.0L L03 TBI
Transmission: 700R4
Axle/Gears: 2.73
Re: Best Shorty Headers for 92 Camaro RS 305
Originally Posted by Tom 400 CFI
I put Edelbrock "headers" and Y on my '83 305 CFI. With those "headers" (probably the worst headers that you can buy for a 3rd gen), and "free mods", the car went 14.5@95 mph.
What is the cat back like on your car?
Did it have the 2.25" crinkle bent intermediate pipe?
Did it have the N10 dual muffler exhaust system on your car?
Did CFI T/As have the LG4 exhaust system with LG4 exhaust manifolds minus the heat stove and EFE valve?
Did it have the 2.25" crinkle bent intermediate pipe?
Did it have the N10 dual muffler exhaust system on your car?
Did CFI T/As have the LG4 exhaust system with LG4 exhaust manifolds minus the heat stove and EFE valve?
my dad had an 82 cfi in the late 90s. It had the stock exhaust when we got it. I installed edelbrock TES headers but the HO car version w the oval pipe w a matching high flow cat and a holley cat back for a ho car w 3 in pipe. The cfi had the same y pipe as my 82 lg4. The manifolds looked the same but i didn't look at part no's. The cat was different between the two cars but the cfi car may not have been the original cat. The exhaust on the 82 and some 83 cars had an intermediate pipe that transitioned to dual 1.75(?) pipes just before going over the axle and into dual resonators. It sounded cool but was terrible.
the full HO exhaust on the cfi ran quite well and sounded great. Those efelbrock headers were so terrible when it came to flow. The pipes going into the collectors were squished and the y pipe was terrible. I had them on my 82 w a zz4. They held up great but flowed like crap. As i built up the engine i went to dons headers.
Last edited by Firechicken82; Mar 19, 2026 at 06:34 AM.
Did it have the 2.25" crinkle bent intermediate pipe?
Did it have the N10 dual muffler exhaust system on your car?
Did CFI T/As have the LG4 exhaust system with LG4 exhaust manifolds minus the heat stove and EFE valve?
Good questions. All x-fire originally had:
LG4 exhaust manifolds and Y pipe
No EFE Valve, I don't believe Not sure...it's been a loooong time, but there is only EGR in the CFI intake....no x-over passage.
DID have a heat stove/Thermac
The early ('82, '83,) cat back w/the dual ~1.5" pipes into a 90* T behind the axle and into two muff's before the tail pipes. Garbage.
With the header change, it got:
Edelbrock TES
Single, slip-on cat w/ball/socket exit
stock '85 cat back.
I pulled the cat and cat back from an '85 TPI T/A, so those parts were, '85.
I never ran the car at the drag track w/the stock exhaust....so no A-B, there, but Crossfire 1/4 mile data is readily available....and it ain't good. The 14.5/95 was the first and only time I ever ran the car with the "headers/exhaust" configuration. After that I started making changes to it.
Last edited by Tom 400 CFI; Mar 19, 2026 at 08:49 AM.
We just put Doug's d3320 stainless headers in the IROC and they are very nice. Their y pipe is really good quality too. Regardless of what you decide on, replacing the motor mounts is a must. We get the holley clamshell and poly mounts to replace the original stock rubber jobs. Probably raised the engine up a few inches as the old ones were so bad the rubber part rattled around in the clamshell like a cat turd in a coffee can.
After all these years, everyone's still knocking the old Edelbrock TES headers for the collector and merge designs. And after all these years, I still don't recall ever seeing any test results that back up the poor flow claims.
But I do know that I installed a few sets of them in the '00-'03 time frame. I didn't do internet shopping, I just picked what I wanted from the Jeg's catalog (they still had one back then) and then drove to town and bought it. There were a few brands on the market, I chose Edelbrock because they came with a 3" y-pipe, as opposed to 2.5" from the others. The trusty butt dyno said they provided a significant gain over stock output.
I'm sure most everyone here has seen the old "header bash" episode of Engine Masters. A bunch of bashed primary tubes basically made no difference in output. The "pinched" primaries at the collector on the Edelbrock headers are essentially no different.
To be honest, they were well made. I put them on with my my zz4 swap in 2000 and ran them till 2018. Never once had an issue w loose bolts/leaks. They worked great. I rebuilt the top end of the zz4 w a cam the revs to 62-6500 and then put a blower on in. Those headers were not built for that. So I swapped them. I think the TES headers were great for a stock ish setup. They just aren't for higher rpm use. Im sure they're great on a tpi engine. I knew 5 cars w these headers back in the day. Everyone was happy them. That said, dons are better by quiet a bit.
After all these years, everyone's still knocking the old Edelbrock TES headers for the collector and merge designs. And after all these years, I still don't recall ever seeing any test results that back up the poor flow claims.....I chose Edelbrock because they came with a 3" y-pipe, as opposed to 2.5" from the others. The trusty butt dyno said they provided a significant gain over stock output.
Who's knocking the TES? Me? I just illustrated a car that went ~2 seconds and at least 10mph quicker and faster in the 1/4 mile by using those very headers and "free mods". That's actually a HELL of an endorsement, IMO....and backs up your SOTP measurements. Still, yes, I think the merge is bad....for modified/larger engines, and probably not optimized for even a stock engine....although better than good enough, and affordable. I agree that there was no objective tests/comparisons back in the day...b/c there were NO (very few) tests back then at all. There were no (very few) chassis dynos around, none where I lived...no internets to share results/comparisons, and honestly, back then (this was early '90's for me), very few bolt-on headers for 3rd gens, with which to compare.
Originally Posted by Firechicken82
To be honest, they were well made. I put them on with my my zz4 swap in 2000 and ran them till 2018. Never once had an issue w loose bolts/leaks. They worked great.....I knew 5 cars w these headers back in the day. Everyone was happy them.
I bought 'em (back in the early '90's...b/c they were a well known brand/well made, a direct bolt on w/no welding, pipe bending, etc. and came w/the properly shaped Y-pipe. I had them on my car for years and years, 3 engines....they were great. They were probably too small for the last engine, a SBC 400, but that car could trap 105, so they were getting it done, still. Kind of.
Last edited by Tom 400 CFI; Mar 22, 2026 at 08:00 PM.
Who's bashing the TES? Me? I just illustrated a car that went ~2 seconds and at least 10mph quicker and faster in the 1/4 mile by using those very headers and "free mods". That's actually a HELL of an endorsement, IMO....and backs up your SOTP measurements. Still, yes, I think the merge is bad....for modified/larger engines, and probably not optimized for even a stock engine....although better than good enough, and affordable. I agree that there was no objective tests/comparisons back in the day...b/c there were NO (very few) tests back then at all. There were no (very few) chassis dynos around, none where I lived...no internets to share results/comparisons, and honestly, back then (this was early '90's for me), very few bolt-on headers for 3rd gens, with which to compare.
I bought 'em (back in the early '90's...b/c they were a well known brand/well made, a direct bolt on w/no welding, pipe bending, etc. and came w/the properly shaped Y-pipe. I had them on my car for years and years, 3 engines....they were great. They were probably too small for the last engine, a SBC 400, but that car could trap 105, so they were getting it done, still. Kind of.
No, not you. But there was a few mentions in this thread about them not being a good choice. I was just putting in my 2 cents. I was very happy with them and actually still have a set installed on a mild TPI car.
Copy. I agree with you. IDK if they're the BEST...probably not, but they're better than good enough for a stock or stockish car, and way WAY better than stock manifolds and Y.
My contention in this thread is that the stock parts are so bad, ANY headers on a stock car, are "the best".
From: Franklin, KY near Beech Bend Raceway, Corvette Plant and Museum.
Car: 1992 Pontiac Firebird
Engine: 5.0L L03 TBI
Transmission: 700R4
Axle/Gears: 2.73
Re: Best Shorty Headers for 92 Camaro RS 305
Well Edelbrock TES headers and Y-pipe are a moot point because you can't get them new from Edelbrock because they don't make them anymore. So it doesn't do the OP any good except to know even a crappy made header and Y-pipe design gives nice power gains over the crappy low output L03 exhaust manifolds, T merge pipe, and all the rest of the crappy exhaust system behind it.
This kit allows a new style heated oxygen sensor to be installed on a vehicle that originally came with a non-heated, 1 wire sensor. The heated oxygen sensors are more active and more responsive than the non-heated sensors and are also more resistant to contaminates such as lead.
Typical applications are late 1980's through early 1990's GM vehicles when aftermaret headers are used or a great choice when replacing the factory non-heated O2 sensors. Simple two-wire installation. Kit comes complete with 4-wire heated oxygen sensor and adapter harness.
From: Franklin, KY near Beech Bend Raceway, Corvette Plant and Museum.
Car: 1992 Pontiac Firebird
Engine: 5.0L L03 TBI
Transmission: 700R4
Axle/Gears: 2.73
Re: Best Shorty Headers for 92 Camaro RS 305
The exhaust system I speced out above is based off the DynoMax Ultra Flo Welded catback exhaust systems below for 2.8L & 3.1L V6 engines and low output 5.0L V8 engines. I would assume the LG4 carbed engine & the L03 TBI engine. I would assume the power gains claimed were for the 5.0L low output engines. The version at the top of the brochure uses a DynoMax Ultra Flo VT "Valve Technology" muffler and the one below it uses a DynoMax Ultra Flo Welded muffler. DynoMax doesn't make either of these catback exhaust systems anymore now, nor do they make the 409 SS Ultra Flo VT, 409 SS Ultra Flo Welded, or the 304 SS Ultra Flo Polished mufflers for our cars anymore. I substituted the Cherry Bomb Salute 409 SS welded "straight through" design muffler they make for our cars. It uses the same design and construction as the DynoMax Ultra Flo Welded muffler.
Ultra Flo Welded Mock up of the Dyno Max Ultra Flo catback exhaust system
Last edited by Airwolfe; Mar 23, 2026 at 07:21 AM.
Well Edelbrock TES headers and Y-pipe are a moot point because you can't get them new from Edelbrock because they don't make them anymore. So it doesn't do the OP any good except to know even a crappy made header and Y-pipe design gives nice power gains over the crappy low output L03 exhaust manifolds, T merge pipe, and all the rest of the crappy exhaust system behind it.
Exactly. That was the reason why they were brought into the conversation, by me, using my example. And why my contention is:
the stock parts are so bad, ANY headers on a stock car, are "the best".
Either plug the A.I.R. ports in the exhaust manifolds or replace the entire exhaust system starting with the low output log manifolds and everything behind them.
